Internal-combustion engine.



' w. A. H. HUERSTING.

INTERNAL COMBUS'TlON ENGINE.

APPLICATION FILED IuNE 1.191,6.

1,259,01 6. Patented Mar. 12, 191g ^6 SHEETS--SHEET l.

W. A. H. HERSTLNG.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED IuNI: r. 19H5.

T*'JIEI ,I J mi l l JJ 46.: .5 8

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WA. H. HQERSTING. INEYRNAL COAMBUSTION ENGINE. APPLICAION FILED JUNE l', IGIE- Patented Mar. 12, 1918- 6 SHEETS-SHEET 4.

INV i? 11m Il@ J1 1 1 [i4/@fairy (63% @S313 SHO/anc? W'. A. H. HUERSTING. |NTERNAL coMu'sTmN ENGINE.

APPLICATION FILED JUNE Y. 1916.

' v Patented Mar.12, 1918.

W. A. H. HUERSTING.

INTERNAL lCOMBUSTION ENGINE.

APPLICATION rlLED JUNE 7. 1916.

Patented Mar. 12, 1918;

6 SHEETS-snaai 6.

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wnamm n.11 nonnsmme, or Hmmm, NEW

mTEBNAIz-COMIBUSTION ENGINE.

. To all 'whom if may'concem:

i Be-it known that I, WILLIAM A. `H. Honn- STING, a subject of the Emperor of Germany,

and a resident of Plainfield, in the county of Union and State of New Jersey, have invented certain new andv useful Improvements` in Internal-Combustion Engines, of ywhich the following is a specification.

This invention relates to improvements `in internal combustion engines of the four cycletype in which the explosive charge ,is received at one end of the cylinder only.

The principal object of the invention isr to provide a motor comprised of few and simple parts, which occupy relatively less space than is common, and which can be manufactured at a moderate cost. A secondv object is to provide in such motor, a. valve cylinder, wherebythat the inlet and exhaust ports are controlled by a single element, timed. and operated from the-main shafiautomatically.

These and other objects, which will bei come more fully apparent, are attained by the novel construction and combination of parts hereinafter described and shown inthe accompanying drawings, forming a material part of this specication, and in which:-

` Figure l is a vertcal `sectional view taken substantially on line 1-1 of Fig. 3..

Fig. 2 is another vertical sectional 'viewf taken in a different plane, on' line 2 2' o Fig. 1.

a 3 is a transverse sectional view'taken' j011 line 3-3 of Fig. 1.

Fig. 4 is a plan view of the entire mechanism.

view taken on line 5- 5 of Fig. '2.

line 7-7 of Fig. 6.

v Fig. 8 is. another vertical sectional view taken on line 8--8 of Fig. 7. v

Fig. 9 is a fragmental assembly view, showin a modification of valve operating parts directly connected with the main shaft.

Specilloation of Letters Patent. Patented Mar.' 12, 1918.

Application llled'lune 7, 1 916. Serial No. 102,350.

Fig. 5 is a fragmentaltransverse sectional' escape from the cylinder.l A a F ig. 6 is' an elevational view ofthe control valve.

. V Fig. 7 is a'vertical sectional view taken on Fig.l10 isa plan view ofV th valve as vshown in Fig. 6.

Fig. 11 is a similar` sectional view taken on line 11-.11 of Fig. 6.

Fig. 1 2. is a diagram indicating the 'relation'I of control piston to an engine having three cylinders.

Fig. 13 is a similar view showing four, cylinders.

Fig. 14 is another like vview cylinders and the arrangement with two control valves, and l Figs. 15 to 22 inclusive are diagrammatic representations showing the relative position of the control I4valveto the several cylinders in vtheir proper sequence, and indicating the passage-Ways therebetween. f

The motor is of the four cycle principle,

in which during four l)distinct successive movements or strokes ofthe piston, one only is a working stroke.V

When the working piston reaches the bottom of the cylinder, the intake opening is closed by the combined sliding and revolving movement of the `control piston, and

upon the further revolutionof the crank, the

working piston moves upward compressing Y thegas contained' in the cylinder. A

When the compression ha's attained its maximum', that is to say ywhen the working piston has reached its upper limit, the igmtion of the gas mixture is eli'ectedin the-regularmanner, the gaseous mixture explodes and forces the working piston down again.

During the compression stroke and working stroke, the intake opening and exhaust openings respectively, are closed lgas tight by the control piston, so that no Shortly before the piston' again reaches its lower limit, after the explosion of the gas charge in the cylinder, a second opening,

also formed in the controlling piston, establishes communication with the exhaust or outlet opening of the cylinder, and the spent gases, formed by combustion escape.

Upon the completion 'of the exhaust stroke, when the workin/ 'piston' has again reached the upper limit, t e exhaust opening gas can becomes closed and the intake opens admitting a new gas charge intothe cylinder.

'Thus there will 4follow in succession,

charge inlet, compressiom'working stroke and exhaust stroke in the same sequence as above explained in each cylinder.

The frame or hollow casing is formed in two parts V18 and 20, inclosing an oil cham- -ber19, and is provided with end and center bearin respectively 21 and 22, for 'the main riving shaft 23``Ywhich extends outrwardly through the casing ends and has one or more drive :wheels 24 secured upon it;`

. shown, are secured four cylinders, 30, 31, 32, and 33, preferably formed from a sin le casing, bored to receive the pistons 35, whlch are connected by piston rods 36 with the ,u cranks 25 and 26 of the engine shaft, and *arranged in pairs upon opposite sides'of the shaft in such manner that their axial planes correspond to their respective cranks, as will be apparent in Figs. 2 and 3.

The upper ends of the cylinder casting are formed withl chambers 38 enveloped in Jackets 39 providing for water circulation in the cooling of the cylinders, the water entering 1lhe pipe 41 from thepump 42 driven in any convenient manner, and passing out through the pipe 43, to a reservoir or returned to the pump.

A single port opening is formed in each cylinder, the same extending substantially radially roma valve cylinder 46 common to all of the cylinders in the group, and. which is formed integrally with the cylinder casting; this cylinder is bored to receive the control valve 48, which is moved rectilin early and also rotated by means hereafter :.lescrihedn The control va e shown, liest in Fig. 2, and alsoin detail ilv 1 c elusive, is grooved to receive-pacldng rings 49 in the usual nanner, and is comprised oli two principal sections, the lower and lesser 50 of which is separated from the main portion 48lby an annular groove 51, from which extends a longitudinal coyered recess 52 `upon one side of the valve, .the saine admit ting the charge direct to alternate cylinders and through the port.L to the other cylinders as the piston is brought intoregistra tion with their inlet ports.4

Thus it will be clearly perceived that the control valve is constantly rotated ,and moved reciprocatively as well. p

Also formed-in the piston 48 are exhaust ports 55 and ,56 communicating with anY open recess 57 through which the exhaust gases may escape into the atmosphere direct, or be ca rried away by therpipe 59 as shown in l diagr port 55.

- 62,While between these elements is secured a globular head in such manner that the y same may freely rotate andoscillate therein,

but is prevented from longitudinal: motion. Motion is communicated through the stem 66, the lower end ofwhich is engaged with the crank-.throw 70, formed in the shaft 71,

supported in bearings 72, Iin the frame 73,

whichconnects between the upper and lower section of the frame casing. Y

Rotary motion is communicated to the sh aft 71'by means of the spur gear 75, which 'meshes 'with a corresponding gear 76, se-

cured upon the main driving shaft 23 closely adjacent 'to one ofA the inner cranks 26, so

that rotation of the shaft 71 is uniform and.

constant, vtherefore the piston 48 is given a uniform reciprocative'motion.

A bevel gear is securedvon the shaft 71, the same meshing with a corresponding bevel gear 81, secured to the lower end of a sleeve 82, engaged with the plunger 60 by means ofy a key 83, the sleeve being carried in a pair of suitably arranged ball bearings and 86, the same being so constructed as to prevent longitudinal motion of the sleeve, i Y

"which transmits rotary motion to the plunger 60 and hence to the valve 48.

In the adaptation shown in Fig. 9, slightly different arrangement is indicated in which the sleeve 82,:E0rmed with the bevel gear 81, is driven by the bevelpinion 80, but now shown to be mounted directly upon the main driving shaft 23 in place ot Ausing en intermediate as before described; in other respects, the construction is the same.

A lubricating means whereby oil may be allowed to enter the cylinder is provided for by the oilers 90 arranged on the upper end of the cylinders, as are also means or spark plugs 92.

Figs. 12, 13 andv 14 indicate very clearly the relative position ofthe control piston to engines having a plurality of cylinders, for instance, if three cylinders lie used, the single control valve would be placed as indicated in Fig. 12. Obviously, if there are sin the ignitlng l liti Fig. 14, the :tour cylinder arrangement isr shown in Fig..13, and it would beapparent that `eight cylinders would bega duplication of parte shown' in Eig. 13.

Referring now more particularly to the Figs. 15 and 16 indicate the inlet of the exthe Acontrol valve, the exhaust taking place into the control valve through the upper In Figsl' and `18 thefcontrol-valve ams shown in Figs. 15 to 22 inclusive, v

plosive charge through the upper port 53' in A been rotated 90 degrees and raised so that it is delivering the charge through the lport turned another quarter of a revolution and lowered so as to bring the ports in a manner similar to that indicated in Figs. 15 and 16.

Figs. 2l and 22 show the control valve again raised and further rotated.

Some of the important advantages obtained by this invention are the use of a lsingle control element on two, three or four cylindered motors.

This construction permits of a great saving of material and labor as compared with ordinary separate valve cylinders, such as are necessary in other motors.

The obvious reduction in the height of the motor over that of similar engines will also lbe apparent.

y ture direct through the carbureter through the inlet pipe 58.

Having thus described my invention, what I claim as new and desire tosecure by Letters Patent, is

l. In an engine, the combination with a body having a plurality of working cylinders, each having a single port, a piston in each of said cylinders, a single shaft, and driving connections between said pistons and said shaft, of a valve cylinder central of said working cylindersopen at the top for exhaustand at the bottom for its operative connections, said cylinders being radially disposed with reference to said shaft, a valve having inlet and outlet ports arranged in pairs in the same vertical plane, said inlet ports being disposed at right angles from said outlet ports, packin rings on said piston beyond and between a ofsaid inlet and outlet ports, means for rotating said i valve so as to bring one of the inlet ports into registration with the inlet ports in said working cylinders, and means for reciproeating said valve whereby one of said outlet ports is caused to register with the outlet port in the succeeding cylinder.

2. In an engine having a group of working cylinders and a central cylinder having an intake opening, a piston valve movable in said cylinder, a circumferential recess in opening, a longitudinal recess communicating with said circumferential recess, lsaid longitudinal recess having port openings at two dierent points, a central exhaust passage open at the top of said valve, ports leading therefrom' in circumferential register` with said inlet ports, the exhaust and inlet ports being ninety degrees apart, means for moving said piston valve longitudinally and means for rotatingsaid valve.

3. In an engine, the combination with a base, a power shaft rotatable therein, said shaft having oppositely disposed cranks, a body on said base, a chambered casing therebelow, a plurality of grouped workmg cylinders in said body, said cylinders being disposed at converging angles radial with said shaft, pistons in said cylinders, connections between said pistons and said cranks, a valve cylinder central of said working cylinders open to said casing, an intake openin thereto, a piston valve in said valve cy inder, inlet and outlet ports' in said valve registerable with single ports in said working cylinders and means actuated and controlled by rotary motion of said power shaft for rotating and reciprocating said piston val-ve thereby alining the ports of said valve with the ports of said cylinders, said means beingwholly contained in said cylinder.

Signed at New York, in the count of New York, and State o f New York, this 2O day of May, A. D. 1916.

WILLIAM A. H. HOERSTING.

' said valve communicating with said intake 

